Crossing for railway tracks



1932 P. M. GROSJEAN CROSSING FOR RAILWAY TRACKS Filed July 7. 1950 2 Sheets-Sheet 1 July 19, 1932. P. M. GROSJEAN CROSSING FOR RAILWAY TRACKS Filed July 7, 1930 2 Sheets-Sheet 2 Z f ZZZ L 1 Patented July 19, 1932 'JUNITED STATES.

PIERRE MARIUS GROSJ'EAN, F ROSNY-SOUS-BOIS, FRANCE CROSSING FOR RAILWAY TRACKS Application filed July 7, 1930, Serial No. 466,331, and in France July 9, 1929.

The object of the present invention is a crossing for railway tracks constructed so as to fulfil the following conditions: 1VVh'en' the crossover road is provided with crossings (single or double slippoints) flexible points can be used of the same or greater length than those used with the known type of'crossings.

2The crossing is rigidly fixed and offers great resistance to forces tending to dislocate the parts at the rail joints. A 3-A great resistance to the transverse forces exerted by the wheels of the vehicles passing over the cross-overof the track.

4C'The raised guard rail of the crossing cannot be bent out of position or inclined sidewise.

5-The step between the top of the stock rail and the top of the raised guard rail remains always constant, and can only increase with the wear of the stock rail; in other words, there can never be an accidental step, and this allows the play in the vertical direction between the track members and the profile of the rolling material to be reduced to a minimum.

.6The possibility of effectively guiding the wheels and bogies as they pass over a great length of the crossing, in order to re duce to a minimum the transverse oscillations of the vehicles.

The following description with the accompanying drawings, I given byway of example, will enable the manner of carrying out the invention to be easily understood.

Fig. 1- shows thecrossing in plan.

7 Figs. 25 are respectively sections on 22, 3-3, 4-4, 5 5 of Fig. 1.

:Figs. 6 and 7 show how the crossing is utilized in single and double slip points.

Fig. 8 shows a detail of Fig. 6.

The crossing or frog for slip switch consists of a cast metallic member A, the metal used being any one of the special steels genb and the member 7 7' are not utilized.

erally employed for crossings and the apparatus of railway cross-overs. I

Thi member comprises:

A bent rail a as short as possible and a curved rail 6 (providing a transition or spiral having a large radius) which forms an integral part of the crossing, and of which the length, as shown in Figs. 6 and '8, is adapted to that of the rail a, so that the points or switch rail 0 and d, e and f can be of the same length. r

In order that thecrossing A should have satisfactory stability, and in orderto reduce to a minimum the shocks due to the passage of the Wheels over the joints, the cast member A is extended at g, h, 2', j beyond the end of the bent rail a and curved rail 1), so as to be able to receive the bottoms of the corresponding rails, such as 0, d, e, f, in, Z.

The rails that are to be connected to the frog are fixed and maintained in alignment with the rails of said frog by bolting the web of the first mentioned rails, shown in dot and dash lines (Fig. 4) to lugssuch as m, n, ]which are also cast with the rest of the memen a c These lugs m and n have, on purpose, both above and below, sufiicient play between them and the head and flange of the rail, so that the position of the rail only depends on the upper faces 0 and p of the chairs i and j and the lateral faces 9 and r of the lugs m and n.

Likewise, any transverse displacement of the rails can be prevented by means of bosses s and t. 1

It is obvious that in the case of the use of the frog in an oblique crossing proper, that is, one not comprising a switchbetween the tracks which cross each other, the curvedrail In order to avoid any lateral deflection o the raised guard rail M which is constantly struck by the wheels on its face v, the guard rail '46 is connected to the curved rail 5 by an integral web 20 placed as high as possible.

lit)

This web can be placed at a slightly lower level than the rail 6 and prolonged towards the guard rail u either horizontally or inclined, so that it terminates between the shoulder and the top 1 of the guard rail (Figs. 3 and 5). Apertures such as 2 can be provided in this web (Fig. 1).

The ends 0, cl of the frog point rails a, I), cast integral with the frog, can be provided with chairs and lugs such as shown at i, j, m, 72. But it is generally suflicient to connect the stock rails such as e, f (Figs. 6 and. 7) with the frog point rails 64, b by the usual fish plates, these joints undergoing considerably less stress than the other joints of the frog (ends of the bent rail a and curved rail 6).

The ends of the frog near rails a and b are provided with rather short point guard rails g, h, cast with the rest of the crossing.

These point guard rails g, h constitute the beginning. of .the guard rails i, j, independent of the frog and of which the length and the grooves is, Z are such that the last wheel of a vehicle of small base or of a bogie of a vehicle with a large wheel base, of which the first arrives atthe end m (Fig. 8), of the point I), is still in the narrowest part of the groove in order-t0 ensure that the vehicle is efiiciently guided on entering the crossing.

The guard rails z", 7", on which the wheels nev.er run, can be maintained in the prolongation of the point guardrails g, h by members independent or not of the crossing, so as to allow theirpositions to be adjusted as may be required. They are provided with apertures at their extremities n, 0', in the usual manner.

In order to increase the longitudinal stability of the crossing, flanges, such as p, g, are provided cast at the ends of the point guardrails g(, h, and the ra-ils,s-uch as 70 and Z, in the prolongation of the bent] rail a, are bolted to -these flanges. V

The crossing can be constructed so that'the thickness of the metal is as uniform as possible, as shown in Figs. 3 and5 and indicated awe. and s,but, obviously, other webs, reinforcements or the like can be added which may be useful to ensure a good construction.

In the appended claims I intend to mean by guiding length? the length along which the groove above referred to is so narrow asto provide .for an effective guiding.

What I claim is:

railway frog for slip switches C0111- prising a bent rail, a curved rail adapted to join switch rails of the slip switch two frog point rails, one at each end of said frog,

chairs near the ends of the bent rail and of the curved rail, lugs located above said chairs adapted to engage the webs of the rails that are fixed upon them, said lugs providinga recess between them and the chairs for theflanges of the last mentioned rails, all these elements being cast in a single unit, and bosses on the chairs for preventing the rails from moving in the lateral direction.

2. A railway frog for slip switches comprising a bent rail,a curved rail adapted to join switch rails of the slip switch two frog point rails, one at each end of said frog, a guard rail intermediate said bent rail and said curved rail, a solid web located at a relatively high level for connecting said guard rail to said curved rail, chairs near the ends of the curved rail and of the bent rail, lugs located above said chairs adapted to engage the webs of the rails that are fixed upon them, said lugs providing a recess between them and the chairs for the flanges of the last mentioned rails, all these elements being cast in a single unit, and bosses on the chairs for preventing therails from moving bent guard rail extending from .one end of the :frog to the other end and intermediate said bent rail and said curved rail, a solid web located at a relatively high level for connecting said guard rail to said curved rail, two point guard rails, one at each'end of said frog, adaptedto coop-crate with said bent rail, chairs near the endof the bent rail and of the curved raihlugs located above said chairs adapted to engage the webs of the rails that are fixed upon them, saidlugs forming a recess between them and the chairs for the flanges of the last mentioned rails, all these elements being cast inasingle unit, and bosses on the chairsfor preventing the rails from moving in the lateral direction.

4. A railway frog for slip'switches comprising in combination a bent rail,,two frog point rails,-one at each end of the frog, a bent guard rail 'extendingfrom one end of the frog to the other and raised above the level of the other rails of the frog, and a curved rigid rail for connecting switch rails of the slip switch, all these-elements being cast in a unitary structure. 7

5. A railway frog for slip switches com prising in combination a bentrail, twolfrogl point rails, one at each end of the frog, a bent and raised guard rail extending from one end of the frog to the other end,-a curved rail for connecting switch rails of the slip switch, chairs near the ends of the bent rail and of the curved rail, lugs located above said chairs adapted to engage the webs of the rails that are to be fixed upon them, said lugs providinga recess between them and the chairs for the flanges of the last mentioned rails, the distance from the upper part of said lugs to said chairs being substantially smaller than the distance'from the under face of the flanges of the rails for which they are adapted to the under side of the head thereof, so that the flanges of the last mentioned rails may rest freely upon said chairs, all these elements being cast in a unitary structure, and bosses on the chairs for preventing the last mentioned rails from moving in the lateral direction.

6. A railway frog for slip switches according to claim 1 in which the distance from the upper part of said lugs to said chairs is substantially smaller than the distance from the under face of the flanges of the rails for which they are adapted to the under side of the head thereof.

7. A railway frog for slip switches according to claim 2 in which said guard rail is bent and raised above the level ofthe other elements of the frog, and the distance from the upper part of said lugs to said chairs is substantially smaller than the distance from the under face of the flanges of the rails for which they are intended to the under side of the heads thereof.

8. A railway frog for slip switches according to claim 3 in which the first mentioned guard rail is bent and raised above the level of the other elements of the frog, and the distance from the upper part of said lugs to said chairs is substantially smaller than the distance from the under face of the flanges of the rails for which they are intended to the under side of the heads thereof.

9. A railway frog for slip switches according to claim 1 further comprising chairs near the ends of the frog point rails, lugs located above said chairs adapted to engage the webs of the track rails that are fixed upon them, said lugs providing a recess between them and the chairs for the flanges of the last mentioned rails, all these elements being cast in a unitary structure, and bosses on the last mentioned chairs for preventing the last mentioned track rails from moving in the lateral direction.

10. A railway frog for slip switches which comprises in combination, a bent rail, two frog point rails, one at each end of the frog, a bent guard rail extending from one end of the frog to the other end thereof, and a curved rigid rail for connecting switch rails of the slip switch, all these elementsbeing cast in a unitary structure.

11. A railway frog for slip switches, which securing thereto the switch rails, all these elements being cast in a unitary structure.

In testimony whereof I have signed this specification.

PIERRE MARIUlS GROSJEAN.

comprises in combination, a bent rail, two

frog point rails, one at each end of the frog, a bent guard rail extending from one end of the frog to the other end thereof, a curved rigid rail for connecting switch rails of the slip switch, and means, integral with said curved rail for rigidly securing thereto said switch rails, all these elements being cast in a unitary structure. y

12. A railway frog for slip switches, which comprises in combination, a bent rail, two 

